VIA Rail

[lead82]

London does not have a decent downtown.

As compared to what other medium sized city? Decent to me means it has offices and shops and hotels and amenities walking distance from the train station. There are holes with massive parking lots but it has the possibility to grow denser and improve.

 

[smallspy]

Interesting MTO comment - thanks for noting it! Shunt-enhancers have not been approved, tested or implemented in Canada. That approval would have to come from Transport Canada, as it did through the FRA in the US. Does Northern Tracks have more proof than an anonymous MTO spokesperson that 'will have shunt enhancers' means they do or plan to have shunt enhancers??

CN has not to my knowledge commented on ONR Ventures, with or without shunt-enhancers, operating on their trackage north of Toronto. The only reason those subdivisions were even added was for detour purposes, not because the ONR would be operating there. Many have commented that lower speeds than much of the Corridor mean that crossing protection device activation may or may not be an issue.

On top of all that.....

There is nothing installed between the axles on the lead trucks of the loco and cab car - certainly nothing that is low enough that it would be able to affect the railhead like the aerials for the shunt enhancers.

Now, I'll concede that it's possible that they've come up with a new design for them, but they would still need to hang low enough to the railhead to affect it, and there just isn't anything installed on the equipment that will.

Dan

 

[Trackside_Treasure]

Now, I'll concede that it's possible that they've come up with a new design for them, but they would still need to hang low enough to the railhead to affect it, and there just isn't anything installed on the equipment that will.

Dan

Thanks for the confirmation. Wouldn't VIA have been all over ON Ventures that arrived with Onboard Shunt Enhancers (OSEs).When VIA OSE implementation goes forward (it's in the government's latest budget), it will involve testing, regulatory approval and a stepwise implementation process. Any list of standardized protocols for the implementation of OSEs will have to include several key recommendations. Antennae will have to be mounted on both the A and B trucks of the leading equipment, and be of a proper shape for specific truck types, both trucks' OSEs functioning together in parallel with the rail, and centred over the rail. Locomotive engineers will need a visible fault indicator if the antennae or system became faulty. There will have to be inspection monthly or at least semi-annually, with records kept.

Attached are some images of a likely installation, and some of Amtrak's requirements for exemption from FRA for required top-of-railhead OSE installation.

 

[Trackside_Treasure]

A just-published post (perhaps more for the Legal Eagles than the Rail Fans) on various pre-hearing examinations, including interrogation of VIA's Mario Peloquin.

VIA and CN in Quebec Superior Court, Part 5

In Part 4 of this ever-enlarging series of posts about VIA's quest in Quebec Superior Court for a permanent injunction aga...

tracksidetreasure.blogspot.com

 

[crs1026]

A just-published post (perhaps more for the Legal Eagles than the Rail Fans) on various pre-hearing examinations, including interrogation of VIA's Mario Peloquin.

VIA and CN in Quebec Superior Court, Part 5

In Part 4 of this ever-enlarging series of posts about VIA's quest in Quebec Superior Court for a permanent injunction aga...

tracksidetreasure.blogspot.com

This lay person certainly wonders what any of this gamesmanship has to do with the core issue of railway trains and crossing protection and signalling.

I'm sure that all this to'ing and fro'ing makes sense to the lawyers..... one can't help but notice how much they earn by embellishing the arguments.

One wonders whether the court will be able to discern "the truth, the whole truth, and nothing but the truth" when most of the relevant data is shielded by some form of privilege.

- Paul

 

[Trackside_Treasure]

One wonders whether the court will be able to discern "the truth, the whole truth, and nothing but the truth" when most of the relevant data is shielded by some form of privilege.

Agreed. So far, the judges have become remarkably conversant in the subject matter per their written judgments. Wouldn't it have been optimal if the discussions had involved Transport Canada, VIA and CN. At one point in his judgment, the judge suggests TC should join the discussion. TC's request for data from CN was fulfilled in its first tranche - now a year ago! Though the speed tables and permanent slow orders are being lauded as a game-changer, OTP data shows that there are still consistent delays for Venture-equipped trains.

 

[crs1026]

Agreed. So far, the judges have become remarkably conversant in the subject matter per their written judgments. Wouldn't it have been optimal if the discussions had involved Transport Canada, VIA and CN. At one point in his judgment, the judge suggests TC should join the discussion. TC's request for data from CN was fulfilled in its first tranche - now a year ago! Though the speed tables and permanent slow orders are being lauded as a game-changer, OTP data shows that there are still consistent delays for Venture-equipped trains.

With the full fleet more or less in service, I wonder what the data would show about the number of "failure to activate" events over the last six months. Has there actually been a bogeyman?

The speed restrictions are about ensuring safe braking if the gates are observed to have not activated, rather than making the shunt more effective.

The data would only be getting more reliable by each passing day.

- Paul

 

[Trackside_Treasure]

With the full fleet more or less in service, I wonder what the data would show about the number of "failure to activate" events over the last six months. Has there actually been a bogeyman?

The speed restrictions are about ensuring safe braking if the gates are observed to have not activated, rather than making the shunt more effective.

The data would only be getting more reliable by each passing day.

- Paul

Yes, VIA has said that the longer this goes without a bogeyman/smoking gun of CN data, the better the data gets. At the same time, the government has included funding for shunt-enhancers in its most recent budget, though development/implementation/testing will take time. CN's case is built on 'safety first' not 'we've got data'.

FYI here are my most recent data on how many Venture sets are observed in service on a weekly basis (denoted by Venture Set # at left, dates at top and 'V' = observed in service). Set 1 does not leave TMC.

 

[micheal_can]

With the full fleet more or less in service, I wonder what the data would show about the number of "failure to activate" events over the last six months. Has there actually been a bogeyman?

The speed restrictions are about ensuring safe braking if the gates are observed to have not activated, rather than making the shunt more effective.

The data would only be getting more reliable by each passing day.

- Paul

I have been driving for over 20 years and have never needed my seat belt to hold me back. Other drivers likely have been driving even longer and likely have the same result.Does that mean we should remove them?

They say the rules in the operating manuals are written in blood. Do we want an accident to prove CN right? Do we want to risk whether they are wrong? I may not agree wit the slow order, but I understand why lack of proof won't be proof, but could be proof. Imagine if tomorrow the courts ruled in Via's favour and a week later a crossing signal doesn't operate and an accident happens. What then?

 

[Trackside_Treasure]

I have been driving for over 20 years and have never needed my seat belt to hold me back. Other drivers likely have been driving even longer and likely have the same result.Does that mean we should remove them?

They say the rules in the operating manuals are written in blood. Do we want an accident to prove CN right? Do we want to risk whether they are wrong? I may not agree wit the slow order, but I understand why lack of proof won't be proof, but could be proof. Imagine if tomorrow the courts ruled in Via's favour and a week later a crossing signal doesn't operate and an accident happens. What then?

Maybe we should stop the Ventures at every road crossing. That would be the safest! The facts are that these crossings function in the Corridor thousands of times every day. Where is CN's best proof that there is a problem? No, no, maybe we should give vehicles priority and only let the trains cross the crossings when there are no cars coming!!

The court cases have been in the works for over a year. Surely some time in those intervening months there would have been some close calls. Someone would go to the media and say their car almost got hit after being on the crossing in front of a Venture for two seconds. The burden of proof is not on CN, as they are the 'infrastructure owner' and dictate to VIA through a train service agreement that is still up in the air. VIA is the tenant but still has recourse. Stay tuned for Quebec Superior Court in January. February?

 

[micheal_can]

Maybe we should stop the Ventures at every road crossing. That would be the safest! The facts are that these crossings function in the Corridor thousands of times every day. Where is CN's best proof that there is a problem? No, no, maybe we should give vehicles priority and only let the trains cross the crossings when there are no cars coming!!

The court cases have been in the works for over a year. Surely some time in those intervening months there would have been some close calls. Someone would go to the media and say their car almost got hit after being on the crossing in front of a Venture for two seconds. The burden of proof is not on CN, as they are the 'infrastructure owner' and dictate to VIA through a train service agreement that is still up in the air. VIA is the tenant but still has recourse. Stay tuned for Quebec Superior Court in January. February?

There is extreme and then there is reasonable. You suggest an extreme. And you are right, the court could side with Via. It would be interesting though to see the evidence that CN is basing this on.

 

[Trackside_Treasure]

There is extreme and then there is reasonable. You suggest an extreme...I have been driving for over 20 years and have never needed my seat belt to hold me back. Other drivers
likely have been driving even longer and likely have the same result.Does that mean we should remove them?

Sorry, meeting extreme with extreme.

It would be interesting though to see the evidence that CN is basing this on.

Oh boy. Ain't we all. One suspicious train-car collision in the US, a few short warning times on the CN Drummondville Sub, paranoia, CYA and risk-aversion. That ain't safety, it's over-reaction. Mixed with a healthy dose of VIAntagonism on CN's behalf.

 

[Allandale25]

Translated text below. I don't think this article has been posted yet.

https://www.journaldemontreal.com/2026/06/30/des-employes-de-via-rail-se-demandent-si-le-train-va-fonctionner-cette-fois-ci--les-nouveaux-trains-siemens-qui-ont-coute-1g-tombent-souvent-en-panne

By Olivier Faucher

Friday, January 23, 2026

VIA Rail’s new Siemens trains, purchased for nearly $1 billion, are already experiencing technical problems during winter, leading to recurring breakdowns and forcing the Crown corporation to rely on older locomotives as backup.

In 2018, VIA Rail awarded a $989-million contract to Siemens to build 32 new train sets in California. These “Venture” model trains have been in service since 2022, replacing the aging fleet on the Quebec City–Windsor corridor. The final train set was delivered just a few months ago.

However, Le Journal has learned that winter-related technical problems have recently prompted VIA Rail to implement several mitigation measures.

Winter-Related Failures

The Teamsters union, which represents locomotive engineers, believes snow infiltration or cold weather is affecting certain components, causing breakdowns without warning.

“When that happens, the heating and USB ports fail. The lights remain on temporarily via battery. The train begins to slow down and operators can bring it to a controlled stop to restart the power supply,” explained Teamsters spokesperson Christopher Monette.

These failures reportedly occur “several times a month” and are often resolved quickly by staff restarting the train to avoid major disruptions.
“But sometimes they aren’t able to,” Monette added.

A notable incident occurred in Brockville, Ontario, on December 10 and 11, when approximately 300 passengers were stranded for more than 12 hours on a Siemens train traveling from Toronto to Ottawa.

“The trains operate perfectly in the summer. It’s only in the winter that we see problems, and that creates growing concern among our members. They start their shifts wondering if the train will run,” Monette said.

“This is not normal.”

Old Locomotives as Backup

Following the Brockville incident, VIA Rail began coupling older locomotives to the new Siemens trains as a precautionary measure. This practice continued until last week.

The Journal also learned that VIA Rail may soon limit use of the new trains to one direction only, despite their intended bi-directional operation.

“The train is supposed to be able to push and pull. It’s like a mechanic telling you: ‘There’s a problem with your car and we don’t understand it, so don’t use reverse.’ That’s not normal,” Monette said.
He warned that this could complicate train movements and increase congestion on rail networks.

Manufacturer and VIA Rail Responses
VIA Rail spokesperson Karl Helou stated only that the company is conducting “thorough technical investigations” with Siemens into the December breakdowns and has received “preliminary results,” without further detail.

Monette believes Siemens owes the public clearer explanations.

“These are brand new trains, paid for by taxpayers. It’s up to the manufacturer to fix these problems,” he said.

Siemens trains of the Venture model are widely used in the United States, including in the Midwest, Florida, and New York State.

Monette also criticized the original procurement decision:

“We can only regret that in 2018 the government awarded the contract to Siemens in California when Bombardier was right here in La Pocatière. They understand our winters better.”

Maintenance Costs and Siemens’ Position
In addition to the purchase price, VIA Rail pays Siemens $23.7 million annually over 15 years for maintenance and replacement parts.

In a written response, Siemens said its trains are “guaranteed in the long term.”

“Our locomotives are designed by our engineers to operate optimally and reliably throughout the year,” said spokesperson Vanessa Bergeron.

Other Ongoing Issues

Siemens’ Venture trains are also at the center of a dispute between VIA Rail and CN Rail. CN argues the trains lack sufficient axles to automatically trigger level-crossing barriers, requiring VIA trains to slow down at crossings since October 2025.

This legal conflict has caused major delays on the Quebec City–Windsor corridor and forced VIA Rail to issue more than $31 million in travel credits to passengers, according to Radio-Canada.

 

[Trackside_Treasure]

Translated text below. I don't think this article has been posted yet.

https://www.journaldemontreal.com/2026/06/30/des-employes-de-via-rail-se-demandent-si-le-train-va-fonctionner-cette-fois-ci--les-nouveaux-trains-siemens-qui-ont-coute-1g-tombent-souvent-en-panne

By Olivier Faucher

Friday, January 23, 2026

VIA Rail’s new Siemens trains, purchased for nearly $1 billion, are already experiencing technical problems during winter, leading to recurring breakdowns and forcing the Crown corporation to rely on older locomotives as backup.

Minor points - the CN crossing supplement was put in effect October, 2024 not October, 2025 as stated in the article. It also doesn't make clear that only Venture trains need to adhere to the crossing speed reductions.

 

[Allandale25]

Minor points - the CN crossing supplement was put in effect October, 2024 not October, 2025 as stated in the article. It also doesn't make clear that only Venture trains need to adhere to the crossing speed reductions.

I'll email them and ask for a correction.